Fuel-regulating apparatus for explosion engines



Feb. 1 1927.

M. .1. MURPHY FUEL REGULATING APPARATUS FOR EXPLOSION ENGINES 5Sheets-Shet 1 Original Filed May 2 1922 INVENTOR. f jas Jfifizrpfiy. BYx ATTORNEY.

Feb. 1,1927. H 4 1,615,996

M.'.' .'1L:MURPHY FUEL REGULATING APPARATQS FOR EXPLOSION ENGINESOriginal Filed May 22, 1922 3 Sheets-Sheet 2 6 w 6 W R K I w Z 4 w W M 4A A w mm m 2;: I M a. M a a m .fi W an M w n a /l r r, 7, w W, m a, 5 MZ EES l W :25 T 1 Z a M HcE:=i@1iw%mwvv v a M. J. MURPHY FUEL REOULATINOAPPARATUS FOR EXPLOSION ENGINES Feb. 1, 1927.

Original Filed May 22, 1922 3 Sheets-Sheet 3 ATTORNEY.

Patented Feb. 1, 1927..

MOYES J. MURPHY, OF SAN LEANDRO, CALIFORNIA.

FUEL-REGULATING APPARATUS FOR EXPLOSION ENGINES.

Application -filed. Hay'22, 1922, Serial No. 562,722. Renewed November1, 1926.

This invention relates to a fuel regulating apparatus for internalcombustion engines,

and its object is to provide means whereby.

the fuel may besuppliedtdthe engine at a sufiiciently high pressure toeffectually atomize 1t and to supply it in the proper time and quantityto run the engine most efii-.

ciently.

Another ob'ect of the invention is to provide means W ereby the fuelwill be injected .into the engine during the period of most rapidmovement of the fuel pump piston rod, thereby insuring the supply to theen-.

taining the proper regulation of the engine.

till

Another object of the invention is to provide means whereby the fuel tobe forced to the'engine cylinder will be by-passed back to the oilsupply tank if the fuel spray nozzle becomes clogged. a

Another object of the invention is to provide a simple form of valve forthe pump which will be easily operated during the movement of theregulating apparatus.

Another object of the invention is to so arrange the governor weightswith respect to the arms supportin them as to dispense with sprin s andthere y improve the regulation of t e engine.

Another object of the invention is to pr0- vide means whereby the timeof cut off and admission of the fuel to the chamber of the explosionengine may be nicely regulated.

Other objects of the invention will appear as the description proceeds.

An embodiment of the invention is shown in the accompanying drawings inwhich the same reference numeral is applied to the same portionthroughout, but I am aware that there may be modifications thereof.

Fig. 1 is a vertical sectional view of the complete regulatingapparatus.

Fig. 2' is a side view of the admission regulator.

' Fig. 2 is a section on line 2-2 of Figure 2.

Fig. 3 is a sectional view illustrating the inlet valve and earns for ocrating it.

Fig. 4 is a sectional view in plan on a larger scale than Figure 2 ofthe admission regulator.

Fig. 5 is a vertical section of the inlet nozzle and associated parts.

Fig. 5 is a section on line 5 -5 of Figure 5.

Fig. 6 is a view in elevation of the nozzle and its supporting base.

Fig. 7 is a sectional plan view of the nozzle holding base.

Fi 8 is a development of a portion of the uel feed cam Fig. 9 is a planview illustrating the application of the regulating apparatus to a threecylinder engine, and

Fig. 10 is a plan view of the upper part of the apparatus showing theoperation of the regulator weights.

The regulator is constructed on a base 1 which has a flange 2 holding aball bearing 3, and a tube 4 carrying a ball bearing 5. This base issecured to any suitable part of the engine by means of clamps 6 and 7 insuch a position that the shaft 8 may be easily driven from the cam shaftof the engine in the proper time, as, for example, with the ears 9 and10, the latter on a properly timed shaft 11.

The shaft 11 extends upwardly through a casing 12 which rests on top ofthe casing 1, and which has a ball bearing 13 for said 7 shaft in itsupper portion. The casing 12 is enlarged at 14 to rovide the necessaryspace to receive the t ree pump blocks 15, 16, 17, and in order tocompletely enclose the weights 18 and 19 there is a cover 20 which fitsdown on the top of the casing 14, and it also forms a support for thebushing 21 which has two ears 22, 23 forming bearings for the shaft 24on which the regulating gear 25 is mounted.

The regulating gear 25 is in mesh with a series of circular teeth on theupper end of a sleeve 26. This sleeve 26 is slidable on the reducedupper end of the shaft 8 and it has an arm 27 ri idly connected thereto.

which arm carries'a epending in 28. The sleeve 26 also has two arms 2 27connected thereto which are in turn connected to two links 40 41pivotall connected at tl zi eir8 other endsto the be crank arms 3 3 Theshaft 24 is rotated by the hand'wheel The upper ends of the two bellcranks 37 38 are connected to the arms 42 a, b, a, d, by ins43, 43 whicharms are joined and en arged to make the weights at their outer ends.

has an arm connected by the link 50 to the arm 42*, while the shaftsupporting the gear 51 has an arm 51 connected by a link.

51 to the weight arm 42 The length of the levers 37, 38 and links 50",51 is such that when the weights are down, as shown in Figure 1 that thepivot pins in the upper ends of said links will be aligned with the axisof pins at the angle of the bell cranks 37, 38, the object being toincrease or decrease, at will, by the operation of the wheel 24 theangle through which the weigits must rise to regulate the engine speeFigure 1 shows the high speed position of the arms 37, 38. Thisregulation insures'the proper return of the weights at all speeds, sinceif the speed is high the weight movement is throu h a steep angle at thecenter of gravity of t e weights, while if the speed is to be regulatedlow, the weight may move outwardly through a flatter angle, but whichincreases in steepness rapidly after the proper point of givenregulation is passed.

The spiral gears 50, 51 are in mesh with corresponding teeth of the cutoff cam sleeve 52, said sleeve riding on and being revoluble withrespect to the admission cam sleeve 53. The cams for momentarily closingthe inlet fuel valve are cut on the flanges 54, 55 and lie adjacent oneanother. These sleeves are in turn both supported by and revoluble withthe shaft 8.

Adjacent the bearing 3 the shaft 8 has the cam 56. This cam is arrangedwith a sharp rise 57 and with a regular curve from the top to the bottomof said rise to permit the plungers to return slowly to insure fillingthe oil pump plunger chamber.

1e admission cam sleeve 53 is operated by an arm 53' secured to saidsleeve by-a bolt 58 and the sleeve is rotated by the pin 28 passingthrough said arm and contacting with the set screw 59 and spring 60, thelatter held in a hole in the arm 53 by the plug 61. The oil pump properconsists of a block such as 16 with a depending nipple 62 secured to thecasing 14 by the nut 63. This nipple also serves to support the packingThe shaft supporting the spiral gear 50' gland 64. The pump block has ahorizontal hole to receive two bushings 64, 65. These two bushingsreceive a plunger 66, said plunger being larger in diameter at one endthan at the other, the larger end having a central bore to allow the oilto pass therethrough to the port 67, and to the space between the twobushings whenever the valve has its flange 68 off its seat.

The bushing 64 is held in place by the screw plug 69 to which the oilsupply pipe is connected. A spring 70 holds the plunger 66 a ainst itsoperating set screw 71.

The set screw 71 is carried by a lever 72 and a lock nut .7 3 holds theset screw in any given adjustment. The lever 72 is supported on a pivotpin 74 carried by a bracket 75 secured on the side of the pump block15'.

Extending upwardly from the plunger 66 the discharge passage closed bythe screw plug 76 and connected to the fuel pipe 77 by the union plug78. A ball 79 is placed in the discharge to prevent the oil from backingout of the oil supply pipe when the pump is being operated. It'will beunderstood that the description of the pump applies to each of theblocks 15 to 17.

The pump plunger 80 extends into the block 15 and is packed by the gland64. The plunger 80 is operated by the cross head 81 to which it isconnected and which cross head has a pin 82 and ball bearing 83, saidbear-' nected thereto by the union 91. The nozzle 6 consists of a tube92 having a nozzle tip 93 secured thereto by the threaded sleeve 94. Thenozzle valve consists of a long pin 95 seated at its lower end in thenozzle 93 and extending through a bushing 96, said bushing being screwedinto the top of the tube 92. The tube 92 extends through the support 90and is-rigidly secured thereto by the threaded cap 97, which cap alsoserves to hold the spring 98 which determines the pressure requlred tolift the valve 95.- It will be seen that the upper end of the valve stemis larger than the lower end and it is 1a to fit the bushing 96 and. isseries of grooves to prevent leakage.

A strut 99 rests on the top of the valve and slides on the lower end ofa set screw 100, the spring 98 hearing on a flange on the lower end ofthe strut 99. The screw 100 is locked in placeby the nut 101. The objectof the set screw is to allow the valve 95 to rise not more than a smallfraction of an inch and to prevent it from being blown out by thetremendously high ressure (5000 to 6000 pounds per square nch) in theoil line.

The nozzle support has a passage 102 leading to an opening 103 in theside of the tube 92, and a passage 104 leading to a groove 105 ppedprovided with a I aeration extending upwardly on the opposite side ofthe tube. These passagesare closed adjacent the tube 92 by two plugs106, 107. Since the cap 98 is closed tight any fuel oil escapinggagement with a disk 110 having a stem 111 extending upwardly therefrom.This disk 110 bears on a small ball-1'12. The spring 109 is arranged tobe stilt enough to require about twice the nozzle pressure to open it sothat it will allow the oil to by-pass to the passage 104. The connectingpassage from the passage 104 to the chamber containing the valve 112 ismade by drilling a hole 113 which is closed by the plug 114. The spring109 is adjusted with the screw 108'.

The nozzle is held in place bymeans of the stud 115 and nut 116. A setscrew 115 prevents the nozzle holding block from tilting when the cap116 is tightened. A bushing 95 at the end of the nozzle holds the stem95 aligned, the fuel passing through the tour grooves shown in Figure 5The operation of this apparatus is as follows: It is assumed thatthe cam56 will be rotated once in exactly two revolutions of the engine crankshaft when this apparatus is applied to a tour-cycle engine, although itmay be equally well applied to a two-cycle engine,' but in any event thecam 56 determines the timing of the charge, and it will be I seenfrom'the development of a portion of that cam adjacent the rise 57 howthe regulation is accomplished.

In the ordinary running of'the engine the fuel will be ejected from oneend to the other ofthe arrow a. The cams 52 and 53 are arranged so as topermit the valve 66 to close earlier to the extent of the distancebetween the vertical lines at the space indicated at b.

In order to provide for additional power, it is possible to adjust thecam 52 so as to delay the cut-ofi as much as is indicated by the spacebetween the vertical lines at c, and in the event of an exceedinglyheavy load the cut-oft maybe even delayed as long as the spacebet-ween'the two lines as indicated at (Z. This change in the time ofadmission and cut-off is effected by the advance closing or delayedopening of the valve 66, and the increased fuel feed is represented bythe space between the horizontal lines at e, f and g.

its the cam 50 is rotated the slide 81 will rise and fall, its fallbeing insured b the operation of the spring 84: which us es it down uponthe cam. As it rises t e oil in the block 15 will he pushed back into thressures the nozzle support has a feed pipe until the moment when thecams 52, 53 permit the valve 66 to seat. This will then allow the fiange68 on the valve to prevent the oil from having access to the center ofthe valve, thereby placing the pressure directly upon the oil in thechamber and upon the valve 79 which will force it into the pipe 77leading to the spray nozzle.

Thereupon the pressure will cause the stem to .rise, when it becomes'sufliciently hi h to lift the spring 98. This lift is an excee ingly,small amount, air it-is aimed to run the I pressure on the oil in thefeed pipe up to several thousand pounds, in order to roduce asmoked-like spray. This stem wi 1 be lifted by reason of the fact thatits upper portion is slightly larger than its lower portion, thedifferential thus produced being 'suficient to allow the stem to rise,retarded however, by the above mentioned. .7

While the stud 115 holds the nozzle carrying block in place, the setscrew'115 will prevent the block from tilting, and thereby pressure ofthe spring 98 produce a gas-tight joint at the opening, Since.

where the nozzle enters the engine. small particles of dirt or otherobjects impossible to pass through the nozzle mi htget into the oil, arelief valve is provi ed in the valve 112 which is held down by thespring bearing upon the washer 110. This will permit the oil toby-passback into the passageway 104 without injury to the apparatus, andin the same way any oil that escapes from the top of the bushin 96surrounding the upper portion of t e valve stem 95 will by-pass into thepassageway 104, and a cup or small receptacle therefor will be tormedtocatch the drip.

A particular advantage of the t e of governor illustrated herein lies int e fact that the angle of rise of the weights 18 and 19 may be alteredfor different speeds, thereby fil tvfays maintaining a very closeregula' tion out the engine, since as the position of the weightsupporting arm is varied, the direction of movement of the weights isaltered to such an extent as to make it possible to increase or diminishthe tendency of the weights to return to their normal position, as may.be desired for difierent speeds. Y

What I claim isas follows, but various modifications may be made in theconstrue tion shown in the drawings and above par ticularly describedform, within the purview of my invention:

1. A fuel regulator for explosion engines comprising a time shaft havinga cam thereon, a fuel pump operated by said cam, supply and dischargepipesextending to said -pump,.a pair of cams for seating and uncams todetermine the timing of the fuel injection.

2. A fuel regulator for explosion engines comprising a time shaftcarrying a cam, a;

fuel pump operated by said cam, supply and discharge pipes extending tosaid pump, a pair of cams for seating and unseating a valve of the pumpto cause the delivery of a charge of oil therefrom, manually operatedmeans to rotate one of the cams, and a centrifugal governor to rotatethe other cam to determine the timing and duration of the oil injectionperiod.

3. A fuel regulator for explosion engines comprising a time shaft, a camcarried thereby, an oil pump operated by said cam, .supply and dischargepipes extending to said oil pump, a pair of cams for seating andunseating a valve of the pump to cause the delivery of a charge of fueltherefrom, a sleeve vertically slidable on the axis of the thecentrifugal time shaft for rotating one of the cams, a centrifugalgovernor, links extending from governor to said sleeve whereby theposition of the governor is altered, and means whereby the other cam is'rotatedby the operation of the governor whereby the timing and durationof the oil feed to the engine is regulated.

4..A fuel regulator for explosion engines comprising a time shaft, a camcarried thereby, a fuel injection pump operated by the cam, means toseat and unseat a valve of the pump to increase or diminish the periodof injection of the fuel, a pivoted weight governor operated by the camshaft, and manual means for varying the position of the pivots of theWeights to vary the timing of the fuel injection.

In testimony whereof I have hereunto set my hand this 4th day of May, A.D. 1922.

MOYES J. MURPHY.

